Measuring weight and balance and optimizing center of gravity

ABSTRACT

Systems, computer-implemented methods and/or computer program products that facilitate measuring weight and balance and optimizing center of gravity are provided. In one embodiment, a system 100 utilizes a processor 106 that executes computer implemented components stored in a memory 104. A compression component 108 calculates compression of landing gear struts based on height above ground of an aircraft. A gravity component 110 determines center of gravity based on differential compression of the landing gear struts. An optimization component 112 automatically optimizes the center of gravity to a rear limit of a center of gravity margin.

CROSS-REFERENCE TO RELATED APPLICATIONS

This patent application is a continuation of U.S. patent applicationSer. No. 16/539,424, filed Aug. 13, 2019, entitled “MEASURING WEIGHT ANDBALANCE AND OPTIMIZING CENTER OF GRAVITY,” which application claims thebenefit of earlier filing date and right of priority to United KingdomApplication No. 1814286.9, filed on Sep. 3, 2018, the contents of whichapplications are hereby expressly incorporated by reference herein intheir entireties.

BACKGROUND

The subject disclosure relates to facilitating measuring weight andbalance and optimizing center of gravity, and more specifically,facilitating non-contact measurements of weight and balance andautomatically optimizing center of gravity.

SUMMARY

The following presents a summary to provide a basic understanding of oneor more aspects of the invention. This summary is not intended toidentify key or critical elements, or delineate any scope of theparticular aspects or any scope of the claims. Its sole purpose is topresent concepts in a simplified form as a prelude to the more detaileddescription that is presented later. In one or more aspects herein,devices, systems, computer-implemented methods, apparatus and/orcomputer program products that facilitate measuring weight and balanceand optimizing center of gravity are described.

According to one aspect, a system is provided. The system can comprise amemory that stores computer executable components. The system can alsocomprise a processor, operably coupled to the memory, and that canexecute computer executable components stored in the memory. Thecomputer executable components can comprise a compression component thatcalculates compression of landing gear struts based on height aboveground of an aircraft. The computer executable components can furthercomprise a gravity component that determines center of gravity based ondifferential compression of the landing gear struts. The computerexecutable components can further comprise an optimization componentthat automatically optimizes the center of gravity to a rear limit of acenter of gravity margin.

According to another aspect, a computer-implemented method is provided.The computer-implemented method can comprise calculating, by a systemoperatively coupled to a processor, compression of landing gear strutsbased on height above ground of an aircraft. The computer-implementedmethod can further comprise determining, by the system, center ofgravity based on differential compression of the landing gear struts.The computer-implemented method can further comprise automaticallyoptimizing, by the system, the center of gravity to a rear limit ofcenter of gravity margin.

According to another aspect, a computer program product facilitatingmeasuring weight and balance and optimizing center of gravity isprovided. The computer program product can comprise a computer readablestorage medium having program instructions embodied therewith. Theprogram instructions can be executable by a processor to cause theprocessor to calculate compression of landing gear struts based onheight above ground of an aircraft. The program instructions can furtherbe executable by a processor to cause the processor to determine centerof gravity based on differential compression of the landing gear struts.The program instructions can further be executable by a processor tocause the processor to automatically optimize the center of gravity to arear limit of a center of gravity margin.

DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a block diagram of an example, non-limiting systemfacilitating measuring weight and balance and optimizing center ofgravity in accordance with one or more embodiments described herein.

FIG. 2 illustrates a block diagram of an example, non-limiting systemfacilitating measuring weight and balance and optimizing center ofgravity including one or more sensors in accordance with one or moreembodiments described herein.

FIG. 3 illustrates a block diagram of an example, non-limiting systemfacilitating measuring weight and balance and optimizing center ofgravity including a weight component in accordance with one or moreembodiments described herein.

FIG. 4 illustrates a block diagram of an example, non-limiting systemfacilitating measuring weight and balance and optimizing center ofgravity including a notification component in accordance with one ormore embodiments described herein.

FIG. 5 illustrates a block diagram of an example, non-limiting systemfacilitating measuring weight and balance and optimizing center ofgravity including a modeling component in accordance with one or moreembodiments described herein.

FIG. 6 illustrates example, non-limiting principle facilitatingmeasuring weight and balance and optimizing center of gravity inaccordance with one or more embodiments described herein.

FIGS. 7-10 illustrate block diagrams of example, non-limitingcomputer-implemented methods facilitating measuring weight and balanceand optimizing center of gravity in accordance with one or moreembodiments described herein.

FIG. 11 illustrates a block diagram of an example, non-limitingoperating environment in which one or more embodiments described hereincan be facilitated.

DETAILED DESCRIPTION

The following detailed description is merely illustrative and is notintended to limit embodiments and/or application or uses of embodiments.Furthermore, there is no intention to be bound by any expressed orimplied information presented in the preceding Background or Summarysections, or in the Detailed Description section.

One or more embodiments are now described with reference to thedrawings, wherein like referenced numerals are used to refer to likeelements throughout. In the following description, for purposes ofexplanation, numerous specific details are set forth in order to providea more thorough understanding of the one or more embodiments. It isevident, however, in various cases, that the one or more embodiments canbe practiced without these specific details.

Center of gravity of an aircraft should be within a range (e.g., centerof gravity range, center of gravity margin, center of gravity limits,etc.) that is safe for an aircraft to fly. The term “aircraft” or“aircrafts” can mean all types of aircraft including fixed-wing,rotorcraft, manned aircraft or unmanned aerial vehicle (UAV). Center ofgravity can be ahead of the aerodynamic center on fixed-wing aircrafts.For large aircrafts, location of center of gravity can be specified aspercentage of the mean aerodynamic chord. Center of gravity onrotorcrafts (e.g., helicopters) and smaller aircrafts can be specifiedfrom a datum. Aircrafts can have longitudinal center of gravity limits(e.g., forward or aft) and lateral center of gravity limits (e.g., leftor right). In helicopters, center of gravity does not only determinestability but also ability to control the aircraft as there can belimits to changing hub angle.

Aircrafts can have a center of gravity range defined by the manufacturer(e.g., 0% is the forward allowable position and 100% is the aftallowable position). When an aircraft goes supersonic, the aerodynamiccenter can move aft and the allowable range can be modified. Dependingon position of center of gravity within the center of gravity margin,amount of deflection of control surfaces required to control theaircraft can increase or decrease. The more aft the center of gravity oncenter of gravity margin, the less deflection of control surfaces isrequired to control the aircraft. Decreasing deflection of controlsurfaces can decrease drag, which can result in less fuel required tothrust the aircraft forward (e.g., fuel efficiency). However, with aforward center of gravity at a front margin, large deflections can berequired until sufficient force to control an aircraft cannot begenerated, and at a rear margin, the aircraft becomes aerodynamicallyunstable, e.g., not self-correcting for perturbations and can requireconstant adjustment with very short reaction times. To optimize centerof gravity, one or more embodiments described herein can automaticallypump fuel between different fuel tanks to move and continuously optimize(e.g., adjust) center of gravity.

While on ground, one or more embodiments described herein can measureweight of an aircraft, determine center of gravity (e.g., balance) andoptimize center of gravity while on ground and in flight. Sensors suchas ultrasound, laser or radar can be used to measure height above groundat multiple locations of an aircraft, which can be used to calculatecompression of landing gear struts. Additionally, or alternatively,sensors can also measure length or change in length of landing gearstruts to calculate compression of landing gear struts. Totalcompression of landing gear struts can be used to calculate total weightand balance (e.g., center of gravity) of an aircraft using Young'smodulus based on material properties of landing gear struts. Surfaceincline can be compensated by using airport surface incline maps.Onboard sensors can also be used to determine pitch of aircraft todetermine center of gravity while on ground.

While in flight, one or more embodiments described herein can modelflight performance to determine center of gravity in flight. Flightperformance can be a function of angle (e.g., deflection) of flightcontrol surfaces, engine settings, attitude, pitch, speed, etc.Depending on type of aircraft, flight performance can also be a functionof tilt angle of a rotor. For example, embodiments described herein cancompare deflection of flight control surfaces with speed, pitch, etc.,to determine center of gravity.

FIG. 1 illustrates a block diagram of an example, non-limiting system100 facilitating measuring weight and balance and optimizing center ofgravity in accordance with one or more embodiments described herein.Aspects of systems (e.g., system 100 and the like), apparatuses orprocesses explained in this disclosure can constitute one or moremachine-executable components embodied within one or more machines,e.g., embodied in one or more computer readable mediums (or media)associated with one or more machines. Such components, when executed bythe one or more machines, e.g., computers, computing devices, etc., cancause the machines to perform the operations described. In variousembodiments, the system 100 can be any type of component, machine,device, facility, apparatus, and/or instrument that comprises aprocessor. In some embodiments, system 100 is capable of effectiveand/or operative communication with a wired and/or wireless network.

As illustrated in FIG. 1 , system 100 can comprise bus 102, memory 104,processor 106, compression component 108, gravity component 110 and/oroptimization component 112. Bus 102 can provide for interconnection ofvarious components of system 100. Memory 104 and processor 106 can carryout computation and/or storage operations of system 100 as describedherein. It is to be appreciated that in some embodiments one or moresystem components can communicate wirelessly with other components,through a direct wired connection or integrated on a chipset.

In one or more embodiments described herein of system 100, predictiveanalytics can be used to automatically generate one or more models usedby system 100 to facilitate automatically optimizing the center ofgravity. For example, the automatic generation can be based oninformation retained in a knowledgebase. As used herein, the term“knowledgebase” can be a database or other storage location orrepository that can store one or more types of information. All suchembodiments are envisaged.

The knowledgebase can comprise information related to flightperformance. In some embodiments, the information related to the flightperformance can be gathered over time and retained in the knowledgebase.In some embodiments, information gathered can include location, size andshape of fuel tanks throughout an aircraft. Based on obtainedinformation, system 100 can evaluate the knowledgebase (or multipleknowledgebases) and generate one or more patterns and/or can mapinformation known about flight performance to information known aboutother flight performances. The predictive analytics of system 100 candetermine that, if information of flight performance is similar to oneor more other flight performances, models of the similar flightperformances can be utilized to facilitate automatically optimizing thecenter of gravity.

The computer processing systems, computer-implemented methods, apparatusand/or computer program products described herein can employ hardwareand/or software to generate models that are highly technical in nature,that are not abstract and that cannot be performed as a set of mentalacts by a human. For example, one or more embodiments can performlengthy and complex interpretation and analysis on a copious amount ofavailable information to generate the models and determine which modelsfrom the one or more models should be utilized for a flight performance.In another example, one or more embodiments can perform predictiveanalytics on a large amount of data to facilitate automatically mappingdifferent data types with a high level of accuracy, even in absence ofdetailed knowledge about flight performance. Accuracy can be evaluatedby comparing a training set with a test set. After training a modelemploying a training set, accuracy can be calculated using a test set bycomputing percentage of output generated by the model running on thetraining set elements that matches a predicted target.

In various embodiments, compression component 108 can calculatecompression of landing gear struts based on height above ground atmultiple locations of an aircraft. Airport surface incline maps can alsobe employed to compensate the compression of the landing gear struts.Based on angle to a horizontal that the aircraft is pointing in,compression component 108 can calculate differential compression of therespective landing gear struts. Compression component 108 can alsocalculate total compression and differential compression of the landinggear struts based on change in length of individual landing gear struts.Total compression of the landing gear struts can be calculated based onchange in height of the aircraft from ground. Total compression of thelanding gear struts can also be calculated based on change in length oflanding gear struts.

Gravity component 110 can determine center of gravity based ondifferential compression of the landing gear struts. The gravitycomponent 110 can determine center of gravity by calculating differencein compression (e.g., differential compression) between nose landinggear struts and back landing gear struts (e.g., main landing gearstruts, tail landing gear struts, etc.). If there is equal force betweenfront landing gear struts and back landing gear struts, center ofgravity is half way between the landing gears. A proportionally higherforce on the back-landing gear struts can mean center of gravity istoward back of the aircraft. A proportionally higher force on noselanding gear struts can mean center of gravity is further forwardtowards front of the aircraft. If an aircraft is on a surface incline,gravity component 110 can also compensate surface incline in calculatingcenter of gravity. Airport surface incline maps can provide surfaceincline information. It is appreciated that the gravity component 110can determine both longitudinal and lateral center of gravity.

Gravity component 110 can also determine center of gravity based onattitude (e.g., pitch) of the aircraft. Onboard sensors can monitorattitude of aircraft which is an angle to horizontal that the aircraftis pointing in. Based on pitch of aircraft, compression component 108can calculate differential compression, which gravity component 110 canemploy to determine center of gravity while on ground.

Center of gravity can be moved within center of gravity margin for fuelefficiency. Front limit (e.g., forward limit) of center of gravitymargin has a 0% margin. Rear limit (e.g. back limit, aft limit, etc.) ofcenter of gravity has a 100% margin. An aircraft flying with center ofgravity towards rear limit of center of gravity margin has better fuelefficiency than an aircraft flying with center of gravity towards frontlimit. If center of gravity is towards front limit of center of gravitymargin, significant control input (e.g., deflection of flight controlsurfaces) can be required to control the aircraft. Greater deflectionscan increase drag experienced by an aircraft which in turn can requiremore fuel for the same velocity. To offset amount of drag, more thrustis typically required to maintain speed which corresponds to greaterfuel expenditure. If center of gravity is towards rear limit of centerof gravity margin, a small input to flight control surfaces or anexternal input can have greater effect on how the aircraft is moving. Byusing less control input over duration of a flight, significant fuelsavings can be achieved.

For example, with center of gravity towards rear limit of center ofgravity margin, if a pilot desires to change an elevator to changepitch, the pilot can change the elevator at a small angle to have alarge effect. Also, with an aft center of gravity, less drag isgenerated requiring less fuel to propel an aircraft at equal speed. Ifcenter of gravity is very far forward, the pilot would need to deflectthe elevator a greater amount to make changes. A greater amount ofdeflection to the control surfaces can create more drag and require morefuel to maintain speed by offsetting the drag with thrust.

Safety is also a concern for maintaining the center of gravity withinthe center of gravity margin both on ground and in flight. While onground, if the center of gravity is too far forward, the aircraft maynot be able to create sufficient force to lift the aircraft nose up fortakeoff. An aircraft that does not takeoff can hit an end of the runway.If center of gravity is too far back, the nose can be lifted fortakeoff, however, the aircraft may be successively less stable andcannot be controlled as soon as it lifts off into air. Ideally, centerof gravity should be at the rear limit because the aircraft is stillcontrollable but has less drag than towards the front limit of center ofgravity margin. With center of gravity as far back as allowable, a smalldeflection of control surfaces can change attitude or orientation of theaircraft. Smaller deflection can result in fuel efficiency because thereis less drag. The center of gravity can be optimized by pumping fuel foroptimal center of gravity and fuel efficiency. Typically, the most rearpoint within center of gravity margin is preferable because minimalcontrol forces are required. Center of gravity can be optimized fortakeoff run; and center of gravity can also be optimized in flight forfuel efficiency.

Optimization component 112 can automatically optimize center of gravityto rear limit of center of gravity margin. The optimization component112 can automatically optimize center of gravity by pumping fuel tooptimize fuel efficiency in flight by considering location, size andshape of fuel tanks throughout the aircraft. Optimization component 112can also automatically optimize center of gravity by pumping fuel tooptimize fuel efficiency for takeoff by considering location, size andshape of fuel tanks throughout the aircraft. The optimization component112 can pump fuel between different fuel tanks to move center of gravityinto a most optimal position possible for fuel efficiency during takeoffand while in air where most time is spent flying. For example, someaircrafts can have around fourteen fuel tanks of different shapes andsizes distributed throughout the aircraft. There can be several fueltanks in wings, in the fuselage, in the tail, etc. It can be a difficultdecision for a pilot to decide where to pump fuel from the respectivefuel tanks to optimize center of gravity. The optimization component 112can utilize flight plan information to predict aircraft performance andplan fuel pumping accordingly. For example, the optimization component112 can access flight plan information and determine predicted rate offuel burn to ensure fuel is in the most optimal tanks, although thatdoes not always mean the most rear limit center of gravity position at100% margin. More specifically, if an aircraft goes supersonic andchanges the allowable center of gravity range, the optimizationcomponent 112 can access this information from the flight plan and moveinternal weight (e.g., pump fuel) prior to this change to ensure the newlimits are abided. It is appreciated that the optimization component 112can optimize both longitudinal and lateral center of gravity.

The optimization component 112 can automatically control center ofgravity to keep the aircraft at an optimal position for fuel efficiency.It is appreciated that the most optimal center of gravity may not alwaysbe at 100% margin but as close to 100% margin as possible. For example,if center of gravity can easily shift backward, an optimal center ofgravity may have to be a little forward of 100% margin for safetyreasons so as to not risk moving forward pass 100% margin. Additionally,manufacturers can also define the center of gravity range of an aircraftto within a range that is greater than 0% and lesser than 100%. Theoptimization component 112 can continuously adjust (e.g., optimize)center of gravity by pumping fuel based on continuous feedback (e.g., bythe gravity component 110 while on ground) of the location of the centerof gravity. For example, the optimization component 112 can pump fuelbetween the different fuel tanks in the wings, at the center in thefuselage and in the tail. It is appreciated that the optimizationcomponent 112 can optimize the center of gravity for any type ofaircraft based on continuous feedback of the location of the center ofgravity.

FIG. 2 illustrates a block diagram of an example, non-limiting system100 facilitating measuring weight and balance and optimizing center ofgravity including one or more sensors 202 in accordance with one or moreembodiments described herein. Repetitive description of like elementsemployed in other embodiments described herein is omitted for sake ofbrevity. It is appreciated that the term “sensors 202” as used hereincan mean one or more sensors. The sensors 202 can measure height aboveground at multiple locations of the aircraft. The sensors 202 can alsobe used to measure change in length of landing gear struts (e.g., theoriginal length and the compress length upon loading the aircraft). Thesensors 202 can be ultrasound, laser, radar, etc., that can makeno-contact measurements. For example, sensors 202 can make measurementsoptically without being attached to the landing gears, which can sustainquite a shock during landing. Life of the sensors 202 can be prolongedby not being attached to the landing gear struts because of the shockduring landing and the dirty environment.

Based on the measurements by sensors 202, compression component 108 cancalculate differential compression and total compression of landing gearstruts. The compression component 108 can calculate differentialcompression and total compression of the landing gear struts based ondistance above ground at multiple locations of the aircraft as measuredby the sensors 202. Compression component 108 can also calculatedifferential compression and total compression of the landing gearstruts based on change in length of landing gear struts measured by thesensors 202. Airport surface incline maps can be used by the compressioncomponent 108 to compensate compression of the landing gear struts. Thedifferential compression calculated by the compression component 108 canbe used to by the gravity component 110 to determine the center ofgravity. Additionally, or alternatively, the sensors 202 can also beattitude sensors to measure the attitude (e.g., pitch, angle, etc.) ofthe aircraft both on the ground and in the air for determining thecenter of gravity. For example, the gravity component 110 calculate thecenter of gravity based on the aircraft pitch by factoring in theairport surface incline. The total compression calculated by thecompression component 108 can be used by the weight component 302 tocalculate the weight of the aircraft by using the material property(e.g., Young's modulus) of the landing gear struts.

The landing gear struts can have components that deflect a lot andcomponents that deflect a little. So, the sensors 202 can be installedto measure over components that can have meaningful measurements. Forexample, if a component is very long and has a small deflection relativeto its length, then it will not provide a very meaningful measurement.Instead, if a subsection of that component has a larger deflectionrelative to its length, it can provide a more meaningful measurement.The compression component 108 can calculate the total compression of allthe landing gear struts (e.g., nose landing gear, main landing gears,tail landing gear, etc.). If the material property (e.g., Young'smodulus) of the landing gears are known, the weight component 302 cancalculate the force or weight that caused that deflection.

FIG. 3 illustrates a block diagram of an example, non-limiting system100 facilitating measuring weight and balance and optimizing center ofgravity including a weight component 302 in accordance with one or moreembodiments described herein.

Repetitive description of like elements employed in other embodimentsdescribed herein is omitted for sake of brevity. Weight component 302can calculate the total weight of the aircraft based on the totalcompression. The compression component 108 can calculate the compressionfor the different landing gear struts. Total weight of the aircraft canbe calculated by the weight component 302 based on the total compressionof all the landing gear struts. More specifically, by using the materialproperty (e.g., Young's modulus) of the landing gear struts, the totalweight can be calculated based on the total compression of the landinggear struts.

The sensors 202 can measure the height above ground at multiplelocations of the aircraft for determining the total compression. Thesensors 202 can also measure the change in length of the landing gearstruts (e.g., original length and compressed length) for determining(e.g., via the compression component 108) the compression of the landinggear struts and the total compression of all the landing gear struts.The weight component 302 can calculate the weight of the aircraft basedon the total compression calculated by the compression component 108.The weight component 302 can also determine whether the total weight hasreached maximum weight capacity. The weight component 302 can alsodetermine whether the aircraft is within weight capacity limits and byhow much. If the total weight is over the weight capacity limits, anotification can be automatically sent to the flight crew or cabin crew.In addition, a notification can also be automatically sent to the flightcrew or cabin crew for out of range center of gravity.

FIG. 4 illustrates a block diagram of an example, non-limiting system100 facilitating measuring weight and balance and optimizing center ofgravity including a notification component 402 in accordance with one ormore embodiments described herein.

Repetitive description of like elements employed in other embodimentsdescribed herein is omitted for sake of brevity. The notificationcomponent 402 can automatically notify the flight crew or the cabin crewif the total weight of the aircraft is over the weight capacity limitsor if center of gravity is out of range. For example, the weightcomponent 302 can calculate total weight of the aircraft and determinewhether the aircraft is over weight capacity limits. If the aircraft isover the weight capacity limits, the weight component 302 can send theweight information to notification component 402 to alert the flightcrew or the cabin crew. The notification component 402 can alert theflight crew or the cabin crew that the aircraft has reached maximumweight capacity limits or that the aircraft is over the weight capacitylimits and by how much. The notification component 402 can also providethe weight of the aircraft to the flight crew or the cabin crew uponrequest.

FIG. 5 illustrates a block diagram of an example, non-limiting system100 facilitating measuring weight and balance and optimizing center ofgravity including a modeling component 502 in accordance with one ormore embodiments described herein.

Repetitive description of like elements employed in other embodimentsdescribed herein is omitted for sake of brevity. The modeling component502 can model flight performance to determine the center of gravity inflight. So, in addition to the gravity component 110 calculating thecenter of gravity based on the differential compression of the landinggear struts or based on the pitch of the aircraft while on ground, themodeling component can also model the flight performance to determinethe center of gravity in flight and whether the center of gravity isoptimal (e.g., closest possible to 100% margin within the center ofgravity margin). The modeling component 502 can model the flightperformance of the aircraft based on the pitch, the deflection of theflight control surfaces, the engine settings, fuel use, etc., todetermine the expected speed of the aircraft. The modeling component 502can compare the expected speed of the aircraft with the actual speed ofthe aircraft to determine the center of gravity in flight because speedis affected by the amount of deflection of the flight control surfaces,which is related to the center of gravity. The amount of deflection ofthe flight control surfaces necessary is dependent on the position ofthe center of gravity. Alternatively, the center of gravity can beverified by comparing the expected with actual settings for the flightcontrol surfaces while in flight. While in flight, the modelingcomponent 502 can also compare the actual fuel use with the expectedfuel use to determine the center of gravity because more fuel is usedwith a greater amount of deflection of the flight control surfaces dueto increased drag. The modeling component 502 can also use otherparameters to determine location of center of gravity while in flight.The modeling component 502 can use aircraft attitude, airspeed, enginesettings, flight control surface deflections, aerodynamic model, etc.,to back calculate center of gravity and weight required for the actualsettings. The modeling component 502 can also access the predicted rateof fuel burn information (e.g., determined by the optimization component112 by accessing flight plan information), wind conditions andinformation on how fuel can be continuously pumped (e.g., via theoptimization component 112) throughout different tanks to affect centerof gravity. For example, the modeling component 502 can provide a betterestimate on fuel use to fly to a destination as it has a betterexpectation on fuel burn.

The modeling component 502 can determine where the center of gravity isin terms of the center of gravity margin. The center of gravity can beanywhere on the aircraft, but to be able to fly safely, the center ofgravity should be within a certain range called the center of gravitymargin that the aircraft is certified to be in. Anything behind thecenter of gravity margin means the aircraft is unstable. Anythingforward of the center of gravity margin, and the aircraft is overlystable that it would require too much control input (e.g., deflection ofthe flight control surfaces) to control it. If the center of gravity isat 0% of the center of gravity margin, the center of gravity is at theabsolute maximum forward that is allowed. If the center of gravity is at100% of the center of gravity margin, the center of gravity is at thefurthest back position allowable.

As soon as the aircraft takeoff and begin to have aerodynamicperformance (e.g., in flight, in the air, etc.), the modeling component502 can begin to analyze the flight control surfaces, flightperformance, engine settings, speed, attitude, fuel use, etc., todetermine the center of gravity. The modeling component 502 cancontinuously and automatically determine the center of gravity and sendthat data to the optimization component 112. The optimization component112 can automatically and continuously optimize the center of gravityfor fuel efficiency based on the continuous feedback of the center ofgravity information from the modeling component 502. The optimizationcomponent 112 can optimize (e.g., adjust, move, etc.) the center ofgravity by pumping fuel between the different fuel tanks.

FIG. 6 illustrates example, non-limiting principle 600 facilitatingmeasuring weight and balance and optimizing center of gravity inaccordance with one or more embodiments described herein. Repetitivedescription of like elements employed in other embodiments describedherein is omitted for sake of brevity. Image 610 and image 620 depictprinciple of determining total weight and position of center of gravity.Image 610 illustrates an aircraft having center of gravity CG1 equallybetween landing gear 10 and landing gear 20. Force F1 and force F2illustrate the forces on front landing gear 10 and rear landing gear 20in image 610, respectively. The sum of force F1 and force F2 equals thetotal weight (e.g., mass) of the aircraft 5. Image 620 illustratescenter of gravity CG2 is moved towards the front of aircraft 5 makingaircraft 5 tilt slightly forward. Force F3 on front landing gear 10 ishigher than force F4 on rear landing gear 20. However, the total forceof force F3 and force F4 is the same as the total force of force F1 andforce F2.

Image 630 and image 640 illustrate example location of sensors. Image630 illustrates sensor 2 and sensor 3 placed under fuselage 33. Sensor 1and sensor 4 are placed under wing 35 and wing 37, respectively. Image640 illustrates a sideview of aircraft 5 showing sensor 4 measuringheight above ground 43. Sensor 2 is trained on front landing gear 10,and sensor 3 is trained on rear landing gear 20. Sensor 2 and sensor 3can be cameras or lidar sensors measuring the length of front landinggear 10 and rear landing gear 20, respectively. Sensor 1 and sensor 4can be radar sensors or ultrasound sensors measuring height above ground43.

Image 650 and image 660 depict principle of measuring strain andselecting field of measurement. Image 650 illustrates sensor 2 capturingthe entire length L1 of front landing gear 10 as it tries to measure asmall change of length over the entire length L1 of front landing gear10, e.g., strain. Strain can be defined as the change in length dividedby the original length (dL/L). Material property (e.g., Young's modulus)can be used to calculate the strain for a given stress (e.g., force overa cross-section), which can be used to calculate the force (e.g., mass)resting on front landing gear 10. The force resting on rear landing gear20 can be calculated the same way as well. The sum of the force restingon front landing gear 10 and rear landing gear 20 is equal to the totalweight (e.g., mass) of aircraft 5. Image 660 illustrates sensor 2trained at a portion of length L2 of front landing gear 10 to provide ahigher resolution to measure strain, and also, to train on a softermaterial (e.g., higher strain to be measured).

FIG. 7 illustrates a block diagram of an example, non-limitingcomputer-implemented method 700 facilitating measuring weight andbalance and optimizing center of gravity in accordance with one or moreembodiments described herein. Repetitive description of like elementsemployed in other embodiments described herein is omitted for sake ofbrevity. At 702, the computer-implemented method 700 can comprisecalculating (e.g., via the compression component 108), by a systemoperatively coupled to a processor, compression of landing gear strutsbased on height above ground of an aircraft. At 704, thecomputer-implemented method 700 can comprise determining (e.g., via thegravity component 110), by the system, center of gravity based ondifferential compression of the landing gear struts. At 706, thecomputer-implemented method 700 can comprise automatically optimizing(e.g., via the optimization component 112), by the system, the center ofgravity to a rear limit of a center of gravity margin.

FIG. 8 illustrates a block diagram of an example, non-limitingcomputer-implemented method 800 facilitating measuring weight andbalance and optimizing center of gravity in accordance with one or moreembodiments described herein. Repetitive description of like elementsemployed in other embodiments described herein is omitted for sake ofbrevity. While on the ground, the gravity component 110 can determinethe center of gravity based on differential compression. Differentialcompression can be calculated (e.g., via the compression component 108)based on measurements (e.g., via the sensors 202) of height above groundat different locations of the aircraft. Differential compression canalso be calculated (e.g., via the compression component 108) based onthe change in measurements (e.g., via the sensors 202) of the landinggear struts.

At 802, the computer-implemented method 800 can comprise determining(e.g., via the gravity component 110) center of gravity based ondifferential compression of the landing gear struts. At 804, thecomputer-implemented method 800 can comprise determining (e.g., via thegravity component 110) position of the center of gravity on the centerof gravity margin. At 806, the computer-implemented method 800 cancomprise determining (e.g., via the gravity component 110) whether thecenter of gravity is at the rear limit of the center of gravity margin.If yes, the process returns to 802. If no, the process proceeds to 808.At 808, the computer-implemented method 800 can comprise determining(e.g., via the gravity component 110) whether the center of gravity cango further backward. If no, the process returns to 802. If yes, theprocess proceeds to 810. At 810, the computer-implemented method 800 cancomprise determining (e.g., via the gravity component 110) how muchfurther the center of gravity can move backward. At 812, thecomputer-implemented method 800 can comprise automatically optimizing(e.g., via the optimization component 112) the center of gravity bypumping fuel to optimize fuel efficiency for takeoff by consideringlocation, size and shape of fuel tanks throughout the aircraft.

FIG. 9 illustrates a block diagram of an example, non-limitingcomputer-implemented method 900 facilitating measuring weight andbalance and optimizing center of gravity in accordance with one or moreembodiments described herein. Repetitive description of like elementsemployed in other embodiments described herein is omitted for sake ofbrevity. While in flight, the modeling component 502 can model theflight performance to determine the center of gravity. Depending on thetype of aircraft, the flight performance can be the angle of thedeflection of the flight control surfaces, tilt angle of the rotor,engine settings, speed, fuel use, attitude, pitch, etc.

At 902, the computer-implemented method 900 can comprise modeling (e.g.,via the modeling component 502) flight performance to determine thecenter of gravity in flight.

At 904, the computer-implemented method 900 can comprise determining(e.g., via the modeling component 502) position of the center of gravityon the center of gravity margin. At 906, the computer-implemented method900 can comprise determining (e.g., via the modeling component 502)whether the center of gravity is at the rear limit of the center ofgravity margin. If yes, the process returns to 902. If no, the processproceeds to 908. At 908, the computer-implemented method 900 cancomprise determining (e.g., via the modeling component 502) whether thecenter of gravity can go further backward. If no, the process returns to902. If yes, the process proceeds to 910. At 910, thecomputer-implemented method 900 can comprise determining (e.g., via themodeling component 502) how much further the center of gravity can movebackward. At 912, the computer-implemented method 900 can compriseautomatically optimizing (e.g., via the optimization component 112) thecenter of gravity by pumping fuel to optimize fuel efficiency in flightby considering location, size and shape of fuel tanks throughout theaircraft.

FIG. 10 illustrates a block diagram of an example, non-limitingcomputer-implemented method 1000 facilitating measuring weight andbalance and optimizing center of gravity in accordance with one or moreembodiments described herein. Repetitive description of like elementsemployed in other embodiments described herein is omitted for sake ofbrevity. At 1002, the computer-implemented method 1000 can comprisecalculating (e.g., via the compression component 108) compression oflanding gear struts based on height above ground of an aircraft. At1004, the computer-implemented method 1000 can comprise calculating(e.g., via the weight component 302) total weight of the aircraft basedon total compression of the landing gear struts. At 1006, thecomputer-implemented method 1000 can comprise determining (e.g., via theweight component 302) whether the total weight is over the weightcapacity limits. If no, the process returns to 1002. If yes, the processproceeds to 1008. At 1008, the computer-implemented method 1000 cancomprise notifying (e.g., via the notification component 402) flightcrew or cabin crew the total weight is over the weight capacity limits.

To provide a context for the various aspects of the disclosed subjectmatter, FIG. 11 as well as the following discussion are intended toprovide a general description of a suitable environment in which thevarious aspects of the disclosed subject matter can be implemented. FIG.11 illustrates a block diagram of an example, non-limiting operatingenvironment in which one or more embodiments described herein can befacilitated. Repetitive description of like elements employed in otherembodiments described herein is omitted for sake of brevity.

With reference to FIG. 11 , a suitable operating environment 1100 forimplementing various aspects of this disclosure can also include acomputer 1112. The computer 1112 can also include a processing unit1114, a system memory 1116, and a system bus 1118. The system bus 1118couples system components including, but not limited to, the systemmemory 1116 to the processing unit 1114. The processing unit 1114 can beany of various available processors. Dual microprocessors and othermultiprocessor architectures also can be employed as the processing unit1114. The system bus 1118 can be any of several types of busstructure(s) including the memory bus or memory controller, a peripheralbus or external bus, and/or a local bus using any variety of availablebus architectures including, but not limited to, Industrial StandardArchitecture (ISA), Micro-Channel Architecture (MSA), Extended ISA(EISA), Intelligent Drive Electronics (IDE), VESA Local Bus (VLB),Peripheral Component Interconnect (PCI), Card Bus, Universal Serial Bus(USB), Advanced Graphics Port (AGP), Firewire (IEEE 1394), and SmallComputer Systems Interface (SCSI).

The system memory 1116 can also include volatile memory 1120 andnonvolatile memory 1122. The basic input/output system (BIOS),containing the basic routines to transfer information between elementswithin the computer 1112, such as during start-up, is stored innonvolatile memory 1122. Computer 1112 can also includeremovable/non-removable, volatile/non-volatile computer storage media.FIG. 11 illustrates, for example, a disk storage 1124. Disk storage 1124can also include, but is not limited to, devices like a magnetic diskdrive, floppy disk drive, tape drive, Jaz drive, Zip drive, LS-100drive, flash memory card, or memory stick. The disk storage 1124 alsocan include storage media separately or in combination with otherstorage media. To facilitate connection of the disk storage 1124 to thesystem bus 1118, a removable or non-removable interface is typicallyused, such as interface 1126. FIG. 11 also depicts software that acts asan intermediary between users and the basic computer resources describedin the suitable operating environment 1100. Such software can alsoinclude, for example, an operating system 1128. Operating system 1128,which can be stored on disk storage 1124, acts to control and allocateresources of the computer 1112.

System applications 1130 take advantage of the management of resourcesby operating system 1128 through program modules 1132 and program data1134, e.g., stored either in system memory 1116 or on disk storage 1124.It is to be appreciated that this disclosure can be implemented withvarious operating systems or combinations of operating systems. A userenters commands or information into the computer 1112 through inputdevice(s) 1136. Input devices 1136 include, but are not limited to, apointing device such as a mouse, trackball, stylus, touch pad, keyboard,microphone, joystick, game pad, satellite dish, scanner, TV tuner card,digital camera, digital video camera, web camera, and the like. Theseand other input devices connect to the processing unit 1114 through thesystem bus 1118 via interface port(s) 1138. Interface port(s) 1138include, for example, a serial port, a parallel port, a game port, and auniversal serial bus (USB). Output device(s) 1140 use some of the sametype of ports as input device(s) 1136. Thus, for example, a USB port canbe used to provide input to computer 1112, and to output informationfrom computer 1112 to an output device 1140. Output adapter 1142 isprovided to illustrate that there are some output devices 1140 likemonitors, speakers, and printers, among other output devices 1140, whichrequire special adapters. The output adapters 1142 include, by way ofillustration and not limitation, video and sound cards that provide ameans of connection between the output device 1140 and the system bus1118. It should be noted that other devices and/or systems of devicesprovide both input and output capabilities such as remote computer(s)1144.

Computer 1112 can operate in a networked environment using logicalconnections to one or more remote computers, such as remote computer(s)1144. The remote computer(s) 1144 can be a computer, a server, a router,a network PC, a workstation, a microprocessor based appliance, a peerdevice or other common network node and the like, and typically can alsoinclude many or all of the elements described relative to computer 1112.For purposes of brevity, only a memory storage device 1146 isillustrated with remote computer(s) 1144. Remote computer(s) 1144 islogically connected to computer 1112 through a network interface 1148and then physically connected via communication connection 1150. Networkinterface 1148 encompasses wire and/or wireless communication networkssuch as local-area networks (LAN), wide-area networks (WAN), cellularnetworks, etc. LAN technologies include Fiber Distributed Data Interface(FDDI), Copper Distributed Data Interface (CDDI), Ethernet, Token Ringand the like. WAN technologies include, but are not limited to,point-to-point links, circuit switching networks like IntegratedServices Digital Networks (ISDN) and variations thereon, packetswitching networks, and Digital Subscriber Lines (DSL). Communicationconnection(s) 1150 refers to the hardware/software employed to connectthe network interface 1148 to the system bus 1118. While communicationconnection 1150 is shown for illustrative clarity inside computer 1112,it can also be external to computer 1112. The hardware/software forconnection to the network interface 1148 can also include, for exemplarypurposes only, internal and external technologies such as, modemsincluding regular telephone grade modems, cable modems and DSL modems,ISDN adapters, and Ethernet cards.

The present invention may be a system, a method, an apparatus and/or acomputer program product at any possible technical detail level ofintegration. The computer program product can include a computerreadable storage medium (or media) having computer readable programinstructions thereon for causing a processor to carry out aspects of thepresent invention. The computer readable storage medium can be atangible device that can retain and store instructions for use by aninstruction execution device. The computer readable storage medium canbe, for example, but is not limited to, an electronic storage device, amagnetic storage device, an optical storage device, an electromagneticstorage device, a semiconductor storage device, or any suitablecombination of the foregoing. A non-exhaustive list of more specificexamples of the computer readable storage medium can also include thefollowing: a portable computer diskette, a hard disk, a random accessmemory (RAM), a read-only memory (ROM), an erasable programmableread-only memory (EPROM or Flash memory), a static random access memory(SRAM), a portable compact disc read-only memory (CD-ROM), a digitalversatile disk (DVD), a memory stick, a floppy disk, a mechanicallyencoded device such as punch-cards or raised structures in a groovehaving instructions recorded thereon, and any suitable combination ofthe foregoing. A computer readable storage medium, as used herein, isnot to be construed as being transitory signals per se, such as radiowaves or other freely propagating electromagnetic waves, electromagneticwaves propagating through a waveguide or other transmission media (e.g.,light pulses passing through a fiber-optic cable), or electrical signalstransmitted through a wire.

Computer readable program instructions described herein can bedownloaded to respective computing/processing devices from a computerreadable storage medium or to an external computer or external storagedevice via a network, for example, the Internet, a local area network, awide area network and/or a wireless network. The network can comprisecopper transmission cables, optical transmission fibers, wirelesstransmission, routers, firewalls, switches, gateway computers and/oredge servers. A network adapter card or network interface in eachcomputing/processing device receives computer readable programinstructions from the network and forwards the computer readable programinstructions for storage in a computer readable storage medium withinthe respective computing/processing device. Computer readable programinstructions for carrying out operations of the present invention can beassembler instructions, instruction-set-architecture (ISA) instructions,machine instructions, machine dependent instructions, microcode,firmware instructions, state-setting data, configuration data forintegrated circuitry, or either source code or object code written inany combination of one or more programming languages, including anobject oriented programming language such as Smalltalk, C++, or thelike, and procedural programming languages, such as the “C” programminglanguage or similar programming languages. The computer readable programinstructions can execute entirely on the user's computer, partly on theuser's computer, as a stand-alone software package, partly on the user'scomputer and partly on a remote computer or entirely on the remotecomputer or server. In the latter scenario, the remote computer can beconnected to the user's computer through any type of network, includinga local area network (LAN) or a wide area network (WAN), or theconnection can be made to an external computer (for example, through theInternet using an Internet Service Provider).

In some embodiments, electronic circuitry including, for example,programmable logic circuitry, field-programmable gate arrays (FPGA), orprogrammable logic arrays (PLA) can execute the computer readableprogram instructions by utilizing state information of the computerreadable program instructions to personalize the electronic circuitry,in order to perform aspects of the present invention.

Aspects of the present invention are described herein with reference toflowchart illustrations and/or block diagrams of methods, apparatus(systems), and computer program products according to embodiments of theinvention. It will be understood that each block of the flowchartillustrations and/or block diagrams, and combinations of blocks in theflowchart illustrations and/or block diagrams, can be implemented bycomputer readable program instructions. These computer readable programinstructions can be provided to a processor of a general purposecomputer, special purpose computer, or other programmable dataprocessing apparatus to produce a machine, such that the instructions,which execute via the processor of the computer or other programmabledata processing apparatus, create means for implementing thefunctions/acts specified in the flowchart and/or block diagram block orblocks. These computer readable program instructions can also be storedin a computer readable storage medium that can direct a computer, aprogrammable data processing apparatus, and/or other devices to functionin a particular manner, such that the computer readable storage mediumhaving instructions stored therein comprises an article of manufactureincluding instructions which implement aspects of the function/actspecified in the flowchart and/or block diagram block or blocks. Thecomputer readable program instructions can also be loaded onto acomputer, other programmable data processing apparatus, or other deviceto cause a series of operational acts to be performed on the computer,other programmable apparatus or other device to produce a computerimplemented process, such that the instructions which execute on thecomputer, other programmable apparatus, or other device implement thefunctions/acts specified in the flowchart and/or block diagram block orblocks.

The flowchart and block diagrams in the Figures illustrate thearchitecture, functionality, and operation of possible implementationsof systems, methods, and computer program products according to variousembodiments of the present invention. In this regard, each block in theflowchart or block diagrams can represent a module, segment, or portionof instructions, which comprises one or more executable instructions forimplementing the specified logical function(s). In some alternativeimplementations, the functions noted in the blocks can occur out of theorder noted in the Figures. For example, two blocks shown in successioncan, in fact, be executed substantially concurrently, or the blocks cansometimes be executed in the reverse order, depending upon thefunctionality involved. It will also be noted that each block of theblock diagrams and/or flowchart illustration, and combinations of blocksin the block diagrams and/or flowchart illustration, can be implementedby special purpose hardware-based systems that perform the specifiedfunctions or acts or carry out combinations of special purpose hardwareand computer instructions.

While the subject matter has been described above in the general contextof computer-executable instructions of a computer program product thatruns on a computer and/or computers, those skilled in the art willrecognize that this disclosure also can or can be implemented incombination with other program modules. Generally, program modulesinclude routines, programs, components, data structures, etc., thatperform particular tasks and/or implement particular abstract datatypes. Moreover, those skilled in the art will appreciate that theinventive computer-implemented methods can be practiced with othercomputer system configurations, including single-processor ormultiprocessor computer systems, mini-computing devices, mainframecomputers, as well as computers, hand-held computing devices (e.g., PDA,phone), microprocessor-based or programmable consumer or industrialelectronics, and the like. The illustrated aspects can also be practicedin distributed computing environments in which tasks are performed byremote processing devices that are linked through a communicationsnetwork. However, some, if not all aspects of this disclosure can bepracticed on stand-alone computers. In a distributed computingenvironment, program modules can be located in both local and remotememory storage devices.

As used in this application, the terms “component,” “system,”“platform,” “interface,” and the like, can refer to and/or can include acomputer-related entity or an entity related to an operational machinewith one or more specific functionalities. The entities disclosed hereincan be either hardware, a combination of hardware and software,software, or software in execution. For example, a component can be, butis not limited to being, a process running on a processor, a processor,an object, an executable, a thread of execution, a program, and/or acomputer. By way of illustration, both an application running on aserver and the server can be a component. One or more components canreside within a process and/or thread of execution and a component canbe localized on one computer and/or distributed between two or morecomputers. In another example, respective components can execute fromvarious computer readable media having various data structures storedthereon. The components can communicate via local and/or remoteprocesses such as in accordance with a signal having one or more datapackets (e.g., data from one component interacting with anothercomponent in a local system, distributed system, and/or across a networksuch as the Internet with other systems via the signal). As anotherexample, a component can be an apparatus with specific functionalityprovided by mechanical parts operated by electric or electroniccircuitry, which is operated by a software or firmware applicationexecuted by a processor. In such a case, the processor can be internalor external to the apparatus and can execute at least a part of thesoftware or firmware application. As yet another example, a componentcan be an apparatus that provides specific functionality throughelectronic components without mechanical parts, wherein the electroniccomponents can include a processor or other means to execute software orfirmware that confers at least in part the functionality of theelectronic components. In an aspect, a component can emulate anelectronic component via a virtual machine, e.g., within a cloudcomputing system.

In addition, the term “or” is intended to mean an inclusive “or” ratherthan an exclusive “or.” That is, unless specified otherwise, or clearfrom context, “X employs A or B” is intended to mean any of the naturalinclusive permutations. That is, if X employs A; X employs B; or Xemploys both A and B, then “X employs A or B” is satisfied under any ofthe foregoing instances. Moreover, articles “a” and “an” as used in thesubject specification and annexed drawings should generally be construedto mean “one or more” unless specified otherwise or clear from contextto be directed to a singular form.

As used herein, the terms “example” and/or “exemplary” are utilized tomean serving as an example, instance, or illustration. For the avoidanceof doubt, the subject matter disclosed herein is not limited by suchexamples. In addition, any aspect or design described herein as an“example” and/or “exemplary” is not necessarily to be construed aspreferred or advantageous over other aspects or designs, nor is it meantto preclude equivalent exemplary structures and techniques known tothose of ordinary skill in the art.

As it is employed in the subject specification, the term “processor” canrefer to substantially any computing processing unit or devicecomprising, but not limited to, single-core processors;single-processors with software multithread execution capability;multi-core processors; multi-core processors with software multithreadexecution capability; multi-core processors with hardware multithreadtechnology; parallel platforms; and parallel platforms with distributedshared memory. Additionally, a processor can refer to an integratedcircuit, an application specific integrated circuit (ASIC), a digitalsignal processor (DSP), a field programmable gate array (FPGA), aprogrammable logic controller (PLC), a complex programmable logic device(CPLD), a discrete gate or transistor logic, discrete hardwarecomponents, or any combination thereof designed to perform the functionsdescribed herein. Further, processors can exploit nano-scalearchitectures such as, but not limited to, molecular and quantum-dotbased transistors, switches and gates, in order to optimize space usageor enhance performance of user equipment. A processor can also beimplemented as a combination of computing processing units. In thisdisclosure, terms such as “store,” “storage,” “data store,” datastorage,” “database,” and substantially any other information storagecomponent relevant to operation and functionality of a component areutilized to refer to “memory components,” entities embodied in a“memory,” or components comprising a memory. It is to be appreciatedthat memory and/or memory components described herein can be eithervolatile memory or nonvolatile memory, or can include both volatile andnonvolatile memory. By way of illustration, and not limitation,nonvolatile memory can include read only memory (ROM), programmable ROM(PROM), electrically programmable ROM (EPROM), electrically erasable ROM(EEPROM), flash memory, or nonvolatile random access memory (RAM) (e.g.,ferroelectric RAM (FeRAM). Volatile memory can include RAM, which canact as external cache memory, for example. By way of illustration andnot limitation, RAM is available in many forms such as synchronous RAM(SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rateSDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), Synchlink DRAM (SLDRAM),direct Rambus RAM (DRRAM), direct Rambus dynamic RAM (DRDRAM), andRambus dynamic RAM (RDRAM). Additionally, the disclosed memorycomponents of systems or computer-implemented methods herein areintended to include, without being limited to including, these and anyother suitable types of memory.

What has been described above include mere examples of systems andcomputer-implemented methods. It is, of course, not possible to describeevery conceivable combination of components or computer-implementedmethods for purposes of describing this disclosure, but one of ordinaryskill in the art can recognize that many further combinations andpermutations of this disclosure are possible. Furthermore, to the extentthat the terms “includes,” “has,” “possesses,” and the like are used inthe detailed description, claims, appendices and drawings such terms areintended to be inclusive in a manner similar to the term “comprising” as“comprising” is interpreted when employed as a transitional word in aclaim.

The descriptions of the various embodiments have been presented forpurposes of illustration, but are not intended to be exhaustive orlimited to the embodiments disclosed. Many modifications and variationswill be apparent to those of ordinary skill in the art without departingfrom the scope of the described embodiments. The terminology used hereinwas chosen to best explain the principles of the embodiments, thepractical application or technical improvement over technologies foundin the marketplace, or to enable others of ordinary skill in the art tounderstand the embodiments disclosed herein.

What is claimed is:
 1. A computer-implemented method, comprising:determining a center of gravity of an aircraft during flight based on aflight performance model of the aircraft; automatically adjusting aposition of the center of gravity of the aircraft based on a transfer offuel between fuel tanks of the aircraft based on the position of thecenter of gravity as compared to a center of gravity margin of theaircraft; utilizing flight plan information to predict changes to thecenter of gravity margin; and generating a fuel pumping plan based onthe changes to the center of gravity margin.
 2. The computer-implementedmethod of claim 1, wherein the transfer of fuel comprises evaluating atleast one of respective locations, respective sizes, and respectiveshapes of the fuel tanks throughout the aircraft.
 3. Thecomputer-implemented method of claim 1, wherein the automaticallyadjusting comprises: comparing the center of gravity to a rear limit ofthe center of gravity margin.
 4. The computer-implemented method ofclaim 1, wherein the automatically adjusting comprises: based on thecenter of gravity being determined to not be at a rear limit of thecenter of gravity margin, determining whether the center of gravity cango further backward toward a rear position of the aircraft.
 5. Thecomputer-implemented method of claim 4, further comprising: based on adetermination that the center of gravity can go further backward towardthe rear position of the aircraft, determining how much further thecenter of gravity can move backward toward the rear position of theaircraft, resulting in an adjusted center of gravity; and readjustingthe position of the center of gravity to the adjusted center of gravity.6. The computer-implemented method of claim 1, wherein the flightperformance model is a function of one or more of: angle of deflectionof flight control surfaces, engine settings, speed, fuel use, attitude,and pitch.
 7. The computer-implemented method of claim 1, wherein theflight performance model is a function of a tilt angle of a rotor. 8.The computer-implemented method of claim 1, wherein the automaticallyadjusting comprises determining an expected aircraft performance basedon flight plan information.
 9. The computer-implemented method of claim8, further comprising determining an expected rate of fuel burn based onthe flight plan information, wherein the transfer of fuel is based onthe expected rate of fuel burn.
 10. The computer-implemented method ofclaim 1, wherein the determining the center of gravity comprisescomparing an expected speed of the aircraft with an actual speed of theaircraft.
 11. A system comprising: a memory that stores computerexecutable components; and a processor, operably coupled to the memory,that executes the computer executable components stored in the memory,wherein the computer executable components comprise: a modellingcomponent configured to: determine a center of gravity of an aircraftduring flight by modelling flight performance of the aircraft, anddetermine a position of the center of gravity relative to a center ofgravity margin of the aircraft; and an optimization component configuredto automatically adjust the position of the center of gravity by pumpingfuel between fuel tanks of the aircraft to optimize fuel efficiencyduring flight, wherein the automatically adjusting further utilizesflight plan information to predict aircraft performance and to plan fueltransfer according to the predicted aircraft performance.
 12. The systemof claim 11, wherein the pumping fuel comprises pumping the fuel basedon respective locations, respective sizes, and respective shapes of thefuel tanks throughout the aircraft.
 13. The system of claim 11, whereinthe modelling component is further configured to: continually determinethe center of gravity, resulting in information indictive of adetermined center of gravity; and send the information indictive of thedetermined center of gravity to the optimization component.
 14. Thesystem of claim 11, wherein the optimization component is configured tocontinuously and automatically adjust the center of gravity for fuelefficiency based on feedback of determined center of gravity informationfrom the modelling component.
 15. The system of claim 11, wherein themodelling component is configured to model the flight performance of theaircraft based on one or more parameters selected from a group ofparameters consisting of: angle of deflection of flight controlsurfaces, tilt angle of a rotor, engine settings, speed, fuel use,attitude, and pitch.
 16. The system of claim 11, wherein the modellingcomponent is configured to access one or more of a predicted rate offuel burn information, wind conditions, and information on how fuel cancontinuously be pumped by the optimization component throughoutdifferent tanks to affect the center of gravity.
 17. A non-transitorymachine-readable medium, comprising executable instructions that, whenexecuted by a processor, facilitate performance of operations,comprising: determining, based on a flight performance model of anaircraft, a center of gravity of the aircraft during flight; utilizingflight plan information to predict a change to a center of gravitymargin of the aircraft during a flight; and adjusting a position of thecenter of gravity of the aircraft based on the position of the center ofgravity as compared to the predicted center of gravity margin of theaircraft prior to the change to the center of gravity margin, whereinthe adjusting comprises transferring fuel between fuel tanks of theaircraft.
 18. The non-transitory machine-readable medium of claim 17,wherein the operations further comprise: based on a first determinationthat the center of gravity is not at a rear limit of the center ofgravity margin and a second determination that the center of gravity cango further backward toward a rear position of the aircraft, determininghow much further the center of gravity can move backward toward the rearposition of the aircraft, resulting in an adjusted center of gravity;and readjusting the position of the center of gravity to the adjustedcenter of gravity.
 19. The non-transitory machine-readable medium ofclaim 17, wherein the determining the center of gravity comprisescomparing an expected speed of the aircraft with an actual speed of theaircraft.
 20. The non-transitory machine-readable medium of claim 17,wherein the adjusting comprises determining an expected aircraftperformance based on flight plan information, and wherein the operationsfurther comprise: determining an expected rate of fuel burn based on theflight plan information, wherein the transferring the fuel is based onthe expected rate of fuel burn.